Ferrari have set one clear, unmistakable goal for 2013 - to produce a car capable of winning the World Championship again.
Having come so close with Fernando Alonso to the drivers' crown last season despite a F2012 car that was rarely even the second-best on the grid, and was originally miles off the pace in winter testing, the motivation to do so at Maranello to do so is higher than ever. But in the increasingly competitive world of F1, that is certainly something easier said than done.
Indeed, that has been a conundrum Ferrari having been trying, but failing, to crack since the sport's last big rules overhaul in 2009 amid a myriad of problems in their aerodynamic department which centre on their outdated wind tunnel.
It all means they have now gone four seasons without a world title, and five since their last Drivers' Championship.
However, for all that recent frustration, Ferrari's pre-eminent status in F1 remains unshaken: they are its first among equals.
As the only team on the grid to have a lineage right back to the very beginnings of the World Championship in 1950, Ferrari occupy a special place in the sport and are out on their own as its most successful, and famous, team.
They have a glittering record, with more Drivers' (15) and Constructors' (16) Championships, along with race victories (219), than any other marque.
Current drivers Fernando Alonso and Felipe Massa - in tandem for a fourth consecutive season in 2013 - in turn follow in the wheel tracks of legendary names to have driven for the Scuderia such as Alberto Ascari, Juan Manuel Fangio, Niki Lauda and, most successfully of all, Michael Schumacher.
That's not to say that Ferrari's F1 history has been one glorious, uninterrupted success story: their 'tifosi' fans famously had to endure a 21-year wait, and some alarming slumps in form, before another drivers' title finally arrived more than two decades after Jody Scheckter's 1979 triumph.
Yet once that millstone was lifted in 2000 by the 'dream team' of Jean Todt, Ross Brawn, Rory Byrne and Schumacher, success continued to follow success and the team's reputation was restored to the level attained during their peak years. In more recent times, Ferrari have invariably still been in the thick of the drivers' title chase - triumphing with Kimi Raikkonen in 2007 but suffering final-race heartache with Massa in 2008 and then Alonso in 2010 and 2012 - but they have also endured widespread criticism for failing to provide innovative enough designs to take on Red Bull in a straight fight.
Under the new leadership of ex-McLaren man Pat Fry, they had promised a more aggressive approach with last year's F2012. Yet the design - fairly radical by current F1 standards - backfired and Ferrari arrived in Melbourne over a second off the pace.
Against the odds, though, a combination of some thrilling performances from star driver Alonso, a big development push at the start of the European season and a near-perfect operational and reliability record saw Alonso open up a 40-point championship lead by mid-season.
However, while upgrades continued to be brought to the car over the final months of the season, the new parts consistently failed to hit the mark, and amid a sustained push from Red Bull, Alonso was ultimately pipped to the post for the second time in three seasons by Sebastian Vettel.
Beating old rivals McLaren to second place in the Constructors' Championship - Ferrari's best result since 2008 - was a noteworthy 'save' but their gilded status also carries a heavy burden of expectation and second place is never considered good enough.
To that end, Ferrari have shut down their in-house wind tunnel in an attempt to finally solve their long-standing aero problems, with President Luca di Montezemolo demanding victories from the off this season.
Italy demands nothing less.
